Placement system for a flying kite-type wind-attacked element in a wind-powered watercraft

ABSTRACT

Disclosed is a placement system for a free-flying kite-type wind-attacked element in a watercraft in which the kite-type wind-attacked element comprising a profiled wing is connected to the vessel body via a traction rope. Said wind-attacked element can be guided from a neutral position on board the watercraft into a raised position that is free from obstacles located at the same or a higher level. An azimuthally pivotable fixture is provided by means of which the wind-attacked element can be brought into a position in which the same is exposed to a sufficient wind effect. Furthermore, a docking receiving device is provided which is to be removably connected to the docking adapter of the wind-attacked element on the side facing away from the wind while also allowing the wind-attacked element to be furled with the aid of automatically engaging holding means.

BACKGROUND OF THE INVENTION

The invention relates to a system for deployment of a freely flyingkite-like element on which wind acts, for a watercraft with windpropulsion.

A deployment system such as this for a freely flying kite-like elementon which wind acts is known from the document: Ship Propulsive Kites, AnInitial Study, by J. F. Wellicome and S. Williams, University ofSouthampton, ISSN 0140 3818 SSSU19, Section 4.1.2 “Non Powered DrogueLaunch”.

This deployment system, which is indicated only in the form of a sketchin the cited publication and has not been fully developed, has thedisadvantage that an auxiliary drive in the form of an additionalparachute is required for deployment of the element on which wind acts.Furthermore, no measures are evident to allow a relatively large elementon which wind acts also to be stowed safely again.

SUMMARY OF THE DISCLOSURE

Measures for a deployment system make it possible to launch a system onwhich wind acts in a manner which is compatible with practical use atsea, and to be stowed safely again as well. In particular, one aim inthis case is to ensure that the element on which wind acts can be guidedfrom the deck in the deployed state, thus minimizing the listing of thewatercraft.

For stowage, the element on which wind acts can be guided to a positionin which it can be stowed safely and without problems.

In this case, it is particularly advantageous to provide a holder whichcan be pivoted in azimuth, by means of which the element on which windacts can on the one hand be moved for deployment to a position in whichit is subject to sufficient wind effect. A docking receptacle apparatusfor detachable connection to the docking adapter of the element on whichwind acts in this case is in each case directed to the side facing awayfrom the wind, in which case both driven readjustment means and a typeof “wind vane” can be provided. The docking receptacle apparatus is inthis case designed such that it also allows locking, by holding meanswhich engage automatically, for stowage of the element on which windacts.

Another particularly advantageous feature is the fact that the elementon which wind acts can be launched just by the influence of the wind.

A further advantageous factor is for the launch position to be arrangedoffset in the horizontal and/or vertical direction with respect to thelocation of the last cable guide when the element on which wind acts isin the deployed state. The latter is generally formed by the winch or islocated in the vicinity of the winch. This allows the element on whichwind acts to be operated independently of the launching apparatus in theoperating state.

Another advantageous development is in this case designed in such amanner that in the case of the freely flying kite-like element on whichwind acts, a hawser which spreads out into a number of holding cables isconnected to the craft, with a connecting cable being provided, whichbridges the spreading point and is passed from the docking device on theelement on which wind acts to a connecting point, which—seen from theelement on which wind acts—is located beyond the spreading point, to themain part of the hawser, and that a lifeline is provided, whichoriginates from the docking receptacle apparatus and whose free end isguided such that it can move with a force fit on the hawser, at least inthe area of the connecting cable. This results in the spreading point ofthe hawser, in whose vicinity the control elements for the aerodynamicadjustment of the element on which wind acts may also be located duringoperation, being bridged during the stowage process so that it canreliably be pulled onto the docking apparatus. The lifeline can in thiscase preferably also be formed by a trap or the like, when the elementon which wind acts is used on a boat for sporting purposes.

In one advantageous development, an additional lifeline is connected tothe hawser via a cable junction which has means in order to move a guideapparatus, which is in the form of a cable slide and is connected to theend of the lifeline, from its position on the hawser onto the lifelinewhen the element on which wind acts is being stowed, while the elementon which wind acts is connected to the cable junction via a further linepart. In this case, the cable junction preferably has an essentiallyT-shaped profile, which is surrounded in an Ω-shape by the guideapparatus. This makes it easier to grip and to stow the element on whichwind acts.

If the docking receptacle, which can rotate in azimuth, has an apparatuswhich in each case automatically places the active direction of thereceptacle on the lee side, an automotive stowage process can beimplemented such that safe stowage of the element on which wind acts canbe initiated automatically even in the event of a possible malfunctionof the control part or of a connected appliance which is important forcontrol of the element on which wind acts. When using a lifeline, thereceptacle apparatus can also be automatically placed on the lee side bya guide roller for the lifeline being eccentrically connected to thereceptacle apparatus so that the element on which wind acts and which issubject to wind pressure automatically draws the receptacle apparatus tothe lee side.

In one advantageous development of the invention, the docking receptacleand the element on which wind acts are designed such that a minimal loadis exerted on the system by the element on which wind acts in the dockedstate. This is achieved, for example, by the element on which wind actsbeing guided at its aerodynamic equilibrium point on the dockingreceptacle. If this is the case, then the element on which wind acts andonto which the wind is flowing produces precisely the amount of liftwhich is required to neutralize the force of its weight. The element onwhich wind acts thus “floats” on the docking receptacle. This dockingreceptacle need then still absorb only the drag forces which acthorizontally on the element on which wind acts, but which are relativelysmall because the element on which wind acts is docked by its narrowfront. As can easily be seen, a system designed in this way results inconsiderable design advantages.

In another preferred development, the element on which wind acts has areefing device, in which case the deployment and/or stowage of theelement on which wind acts and which to this extent is designed to beflexible take/takes place in a reefed state. In this case, it may beadvantageous for stability reasons for the element on which wind acts tohave a fixed center part, which cannot be reefed.

The reefing process is carried out advantageously if the reefingmechanism has tension strips which are directed in the direction of thereefing process and can preferably be operated by a winch which isprovided within the element on which wind acts, with the reefing processpreferably taking place in a side extension of the wing profile. Thefolds which are created during the reefing process are advantageouslywrapped in between areas with a fixed profile cross section, with anidentical profile cross section being provided essentially over theentire wing length.

In one advantageous development, the element on which wind acts isdesigned such that it is slightly curved over its width. This makes iteasier to reef the element on which wind acts, since the friction forcesof the reefing strips in the element are reduced. This development hasthe further advantageous feature that the reefed element on which windacts has less height than a reefed element on which wind acts with alarge amount of curvature. However, the flying characteristics areconsiderably improved when the height is reduced, thus making it easierto control the element.

In order to increase stability, at least one inflatable element isadvantageously provided in the area of the wing leading edge and/orbetween the areas with a fixed wing cross section, and is also used toassist unreefing.

In one preferred development, the raised position forms the upper end ofa crane which, in particular, is telescopic and in which hydrauliccylinders are preferably connected to adjacent or successive telescopicsegments, for drive purposes.

The mobile crane advantageously has an aerodynamically clad connectingelement in the area of the receptacle which can pivot in azimuth, andthis connecting element has a supply and a connecting element forcompressed air, which can be connected to the inflatable body of theelement on which wind acts.

In one advantageous development, a powerful fan, which is also suitablefor suction operation, is provided either at the foot of the crane or inthe system docking receptacle. In this development, an opening with arelatively large cross section is located in the center of the leadingedge of the element on which wind acts and is connected flush to thedocking receptacle in the docked state, in such a manner that theelement on which wind acts can be quickly inflated or deflated by meansof the fan. As can easily be seen, this apparatus allows the deploymentand stowage processes to be speeded up.

It is also advantageous if it is possible to initiate a reefing processfor a freely flying element on which wind acts via a remote control orby means of the output signal from at least one sensor element, in whichcase the deflation process can also be initiated for an element on whichwind acts and which has an inflatable element.

An emergency reefing process is in this case preferably initiated byrapid opening of a closure area which closes the inflatable element, inparticular together with the hawser of the element on which wind actsbeing pulled in quickly.

In order to keep the stowage forces small, the element on which windacts is caught via an attachment which is arranged at a point for whichsymmetrically acting wind forces compensate in the horizontal andvertical direction.

The described invention is particularly suitable for sea-going vesselsor for those which travel in regions in the high-seas area.

Further advantageous exemplary embodiments are described in thedependent claims.

BRIEF DESCRIPTION OF THE DRAWINGS

One advantageous exemplary embodiment is illustrated in the figures, inwhich:

FIG. 1 shows an oblique plan view of a vessel which is being towed bythe kite system,

FIG. 1 a shows a coordinate system which is used as the reference systemin the following description,

FIG. 1 b shows one exemplary embodiment of the element on which windacts according to the invention, in the form of a paraglider.

FIG. 2 shows an outline circuit diagram for control of the element onwhich wind acts, illustrated schematically,

FIG. 3 shows a block diagram of the control of the wind propulsionsystem, as a block diagram illustrated in detail,

FIG. 4 shows a docking apparatus for the element on which wind acts,illustrated in perspective form,

FIG. 4 a shows a detail of the docking apparatus as shown in FIG. 4,illustrated in perspective form,

FIG. 4 b shows a further detail of the docking apparatus as shown inFIG. 4, illustrated in perspective form,

FIG. 4 c shows a reefing device for the element on which wind acts,illustrated schematically,

FIG. 5 a shows a block diagram of a deployment process,

FIG. 5 b shows a block diagram of a stowage process,

FIG. 6 a shows a schematic illustration of the procedure for adeployment process,

FIG. 6 b shows a schematic illustration of the procedure for a stowageprocess, and

FIG. 7 shows a speeded-up stowage process.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 shows an oblique plan view of a vessel which is being towed bythe kite system. In this case, an element 1 on which wind acts isconnected to a vessel 4 via a hawser 1.1 with an apparatus 2 on whichforce acts and which is provided in the bow area of the vessel 4. Thehawser 1.1 is passed to a central gondola 1.2, from which a number ofholding lines 1.3 originate, which are passed to the element 1 on whichwind acts and is in the form of a paraglider with a kite profile, givingit the necessary shape. The details relating to this will be explainedfurther below in the description. The apparent wind direction in thearea of the element 1 on which wind acts is annotated W. Thecorresponding wind vector is indicated by its magnitude and direction.If required, its rate of change is also indicated by a variable B, whichdenotes the gusting, forms the mean time discrepancy between the windspeed and its mean value and can be represented as a scalar, whicheffectively forms the radius of a sphere around the tip of the windvector W.

FIG. 1 a shows a coordinate system which is used as the reference systemin the following description. In this case, x_(s) indicates thedirection of travel of the vessel, and y_(s) is the direction at rightangles to the direction of travel. In this case, the coordinate systemshould be regarded as being firmly linked to a point P_(s) on thevessel. This point is preferably the point 2 at which force acts in thebow area. The height h_(s) in this case corresponds to the direction ofthe axis z of the conventional coordinate system, and indicates theheight above the reference point P_(s). This reference point ispreferably the location at which the GPS antenna of an on-board GPSappliance is fitted, so that the coordinates of a point away from P_(s),at which another GPS appliance is located, can be produced bysubtraction of the coordinates emitted from the two appliances. (If theGPS antenna of the on-board GPS appliance is located at a distance awayfrom the reference point P_(s), then this could be taken into account byaddition of a fixed coordinate difference.)

For simplicity, the following description is based on the assumption ofa polar coordinate system, in which the angle α forms the azimuth angle,and the angle β the elevation angle. The direction of the vector V thusin this case points to the gondola 1.2 of the element 1 on which windacts. This is in fact a “geographical coordinate system”, since thegondola 1.2 and the element 1 on which wind acts move essentially on thesurface of a sphere. The azimuth angle a and the elevation angle β thusindicate approximately the geographical latitude and longitude of theposition of the gondola on the “world sphere” covered by the vector V.The length of the vector V roughly indicates the length of the hawser1.1, in which case, initially, its catenary drop will be ignored.

The gondola 1.2 of the element on which wind acts is aligned on thebasis of its own coordinate system with the directions x_(k), y_(k) andz_(k), where z_(k) points in the direction of the extension of thevector V. The rotation of the gondola 1.2 of the element 1 on which windacts about the vertical axis z_(k) is referred to as the yaw angle.Variation of the yaw angle results in a change in the direction offlight of the element 1 on which wind acts. The yaw angle can be varied,inter alia, by actively driving braking flaps (which are describedfurther below) of the paraglider which forms the element 1 on which windacts. This results in a direction change, and this process is comparableto the steering of a steerable kite. Rotation about the longitudinalaxis x_(k) represents a rolling movement and is not actively controlled.The catenary drop of the hawser 1.1 resulting from the force of gravitycan be determined from the rolling movement and the correspondingdiscrepancy between the direction from z_(k) and V, while the rotationabout the lateral axis y_(k) forms the pitch of the element on whichwind acts about the lateral axis, and can be caused by gusts and theirinfluence on the hawser 1.1. This reference system forms the basis forunderstanding of the description of the vessel/kite system which isdescribed further below.

One exemplary embodiment of an element on which wind acts is illustratedschematically in FIG. 1 b. The element on which wind acts in theillustrated embodiment forms a paraglider 101 with a container 102 forthe controller, as will be described in more detail further below.Holding lines 103 originate from the container 102, which is attached tothe hawser 1.1, and merge into branches 104 in the form of a line tree,which are connected to a lower textile covering layer 105. An uppertextile covering layer 106 forms the closure at the top. The twocovering layers are held together by means of internal connecting lines(which cannot be seen in the figure) or corresponding connectingelements, such as textile ribs, with the wing profile which is formed bythe two covering layers being stabilized by an internal increase in theair pressure, which is built up via openings in the leading edge of thekite (on the left in the drawing), which are likewise not shown in thedrawing, for clarity reasons. The direction of flight is indicated bythe arrow 107.

FIG. 2 shows an outline illustration of the wind propulsion system, inthe form of a block diagram. The figure also serves for orientation inthe following description of the individual system components. Thosereference symbols in the 100-series which are used in the overviewillustration also form the group designation of the system parts whichare each described in more detail further below. (A dashed line 99 inthis case surrounds those assemblies which, at the least, must be addedto a conventional vessel for it to be additionally equipped with thewind propulsion according to the invention). The system 100 on whichwind acts comprises the element on which wind acts as well as theassociated control system, if the latter is arranged directly in it. Thearrangement may in this case not only be arranged in a gondola which islocated at the end of the hawser and from which the holding linesoriginate, but may also be incorporated directly in the element on whichwind acts. The control system essentially comprises an autopilot, whichcontrols the attitude and flight path of the element on which wind acts.

The system 100 on which wind acts is connected via the hawser and awinch 210 (including the hawser) and communication paths, represented bydashed lines, to the on-board system 200 to a user interface 205, whichcomprises a control system which not only controls the kite position butalso emits the necessary control commands to the machine 5 and to thevessel rudder 6. The on-board system is connected to the element onwhich wind acts via various communication paths which allow not only thekite position to be predetermined in principle by the on-board systembut also allow information which is important for the on-board system tobe received from the system on which wind acts.

The on-board system 200 is preceded by a navigation system 300, whichtransmits to the on-board system the route to be maintained by thevessel, taking into account costs, times, speed and wind utilization,possibly as well as the wind direction and wind strength. The windinformation may also include a parameter which characterizes how gustythe wind is. Furthermore, this may also include information relating tothe sea state and to the vessel movement resulting from it. (The windand weather data in this case come originally from the weatherinformation system 600, which is described further below). Thenavigation system is assisted by the navigational information base(moving map) 310.

The course, wind and wave information are used to generate signals whichdrive the on-board system 200 and results in appropriate adjustment ofthe kite system 100. The on-board system 200 also produces drive signalsfor the machine 5 and for the rudder 6.

The navigation system 300 is driven by a route system 400, whichdetermines the course of the vessel by means of the economic basis onwhich the vessel operation is based. The route system 400 is driven onthe basis of data which is predetermined by an external station 500 andis matched to the data from a weather information system 600. The coursedata currently determined by the navigation system 300 is fed back tothe external station 500 via a feedback link 301 (by radio, satellite).The data can also be received by other vessels equipped with the systemaccording to the invention and can be used for local updating of theweather system. This also makes it possible to take into accountcurrent, locally dependent course changes for the rest of the externalpredefinition of the route.

As can be seen, the kite system 100 is positioned as a function of thecourse data such that an optimum route is preset both on the basis ofthe weather conditions (actually occurring winds and sea-stateconditions) and taking into account the economic constraints which areintended to ensure that the vessel is operated to save as much cost aspossible.

An emergency system 700 provides the required control commands in theevent of an unpredicted event which necessitates immediate action in theform of an emergency maneuver.

The signaling system and communication system are respectively combinedin further blocks 800 and 900, and match the navigation to furthervessels. The signaling system includes navigation safety lighting aswell as the transmission of its navigation data by radio, which informsother vessels located in the vicinity about the deployed system on whichwind acts and about the intended route and the current course. Incontrast, the communication system includes all of the systems whichrelate to the rest of the information interchange process.

The main dataflow paths are represented by solid lines in FIG. 2, whilethe other message paths are represented by dashed lines.

FIG. 3 illustrates in more detail the block 100, which comprises thesystem on which wind acts, as well as the block 200 with the on-boardsystem from FIG. 2. The positioning and the control of the kite 101 aredescribed here. The wind-direction and wind-speed information, includingthe gust characteristic as well as the sea-state information, are passedto a buffer store 211 in which this data is stored for buffering. Sincethe wind direction and all of the kite settings relate to the apparentwind, the course information is irrelevant during the processing. Theadjustment and the maneuvering of the element on which wind acts withrespect to the vessel does not require any knowledge of the currentcourse, since all of the maneuvers relate to the vessel and to theinfluence of the apparent wind acting on the kite. During the deploymentof the kite 101, the wind information initially comes from the weatherinformation system 600 in FIG. 2, with regard to the positioning of thekite. As soon as its own wind measurement is operational afterlaunching, however, the apparent wind at the location of the element onwhich wind acts is itself determined, since this is the governing factorfor positioning.

The wind data and sea-state data together form a data record whichaddresses a memory 212, which forms a look-up table, for the requiredposition and the maneuver type of the element on which wind acts. Thislook-up table is organized in the same way as a normal addressablememory, with the output data from the buffer store 211 addressing, asaddress signals, the individual memory locations in which the state dataassociated with the addressed data for the element on which wind actsare stored. A “look-up table” such as this links the input data andoutput data with one another in the form of a “read only memory” (ROM)in accordance with a predetermined functional relationship, and can thusbe understood as a mathematical association (function). However, thecorresponding blocks form only one example of an implementation and canalso be replaced by any other desired functional elements or assemblies.By way of example, this may comprise a microprocessor in which thecontrol software is stored in an appropriate memory, or else it may bean electrical circuit in which the functional relationship is defined inthe form of an analog computer by the electrical components involved.The representation in the form of a look-up table has been chosen herefor the sake of clarity, because a solution with a microprocessor, forexample, can be represented less clearly only because the variousprogram steps, which have to be carried out successively, requirecomplex considerations relating to which program parts must be suppliedsuccessively to the microprocessor.

In the chosen embodiment, the control signals can be processed inparallel, although those switching elements which result in activationof the illustrated blocks at specific times and the correspondingcontrol processes, are not illustrated. For the sake of simplicity, itis assumed that an incoming control signal which differs from theprevious signal state which initiates the processing in the downstreamblocks, which retain the relevant state that has been reached, forcesnew processing to be carried out until a signal change occurs.

The state data thus includes on the one hand the required position ofthe element on which wind acts, that is to say its direction withrespect to the vessel and the length of the hawser to be deployed.Furthermore, if required, it also contains information about whether andwhen the kite 101 should in fact be maneuvered on the basis of whichstored program. While the kite is guided in the steady state, that is tosay in a fixed manner, in a number of positions, it is better for vesseloperation in some circumstances for the kite to be controlleddynamically, that is to say for predetermined flight figures to becarried out, since this increases its relative speed with respect to thewind and, as a consequence, its towing power as well. The currentposition of the kite is stored in a further memory 213, as determined bythe navigation system of the kite 101.

The actual position of the kite, which is stored in the memory 213,relates to the vessel and is preferably determined by subtraction of twoGPS signals. This relates on the one hand to the GPS receiver 124 forthe kite 101 within the kite system 100, which is connected to theflying kite 101. The position data determined in the flight position ofthe kite 101 is transmitted by means of a transmitter 112 to a receiver214 which is located on board the vessel. A further GPS receiver 215 islikewise provided on board the vessel. Its output signal together withthe output signal from the receiver 214 are supplied to a subtractionunit 216, by means of which the differential GPS signal is produced. Thedifference position data is converted in a block 217, which is connecteddownstream from the subtraction unit 216, to polar coordinates, whichrelate to the distance between the winch 2 and the position of theelement on which wind acts. These are the angles α and β as shown inFIG. 1 a as well as the cable length “L”. The differential GPS positiondata obtained in this way is highly accurate if determined at the sametime and if the vessel GPS receiver is installed at a location which isaffected as little as possible by vessel movements, or if the movementsare compensated for.

Furthermore, in this case, it is necessary to take account of thecoordinate difference between the positions of the winch and of the GPSreceiver in the vessel by subtraction of a fixed value. The positiondetermined by the differential GPS receiver formed in this way isdetermined at time intervals. If its precision is not adequate, it canbe assisted by values which are determined by means of accelerationsensors 117, 119 and 120. The corresponding calculations, which includean integration process, are carried out in the assembly 123. Since onlythe times which pass before the next GPS position signal are ofrelevance for the time intervals within which the integration processmust be carried out, the integrators do not need to comply with anyquality requirements which would guarantee stability over long timeperiods. (The acceleration sensors are intrinsically used forstabilization of the flight maneuvers, as will be described furtherbelow—that is to say they have a dual function). Furthermore, analtimeter 129 (preferably in the form of an air pressure meter) and anearth's magnetic field sensor 128 are provided, with the data items fromboth of these likewise being supplied to the memory for the navigationsignal 124.

A further possible way to determine the actual position of the elementon which wind acts with respect to the vessel is to use the datatransmitted to the vessel from the altimeter 129 and from the earth'smagnetic field sensor 128. This data is transmitted to the vessel inblock 227, and is stored. A subtraction process is then carried out inblock 227 with the data from the altimeter 233 on the vessel and fromthe earth's magnetic field sensor 234 on the vessel. If the altimeter129 is an air pressure meter, weather data from block 600 (isobars) may,however, also be used for determination of the air pressure at thevessel. The position information determined in this way is supplied tothe block 217, and if required is matched to the GPS data. This resultsin the position information from two independent systems being used formutual support and, if one system fails, the required data is stillavailable.

The required kite position read from the memory 212 is now supplied onthe one hand to a comparator 218, which outputs a signal when the actualposition of the system 100 on which wind acts, and which position isstored in the memory 213, matches the required position read from thememory 212. In this case, a data record which characterizes the selectedmaneuver type is read from the maneuver type memory 220 via an enablecircuit 219. (In this case, a steady-state flight state may also howeverbe distinguished by the kite not carrying out any maneuvers butremaining in the same flight position. This is the “zero” maneuvertype.)

Thus, when this maneuver type memory 220 is activated, a flight programof the sequential type is read, and is transmitted to the autopilot forthe system 100 on which wind acts. The output signal from the memory 220is in this case passed to a transmitter 221, which emits the data andsupplies it to a receiver 113 for the system 100 on which wind acts. Thesignal is passed from the output of the receiver 113 to an autopilotassembly, and from there to a maneuvering control unit 114, whichreceives signals which identify specific sequential flight maneuvers andconverts them to turn values which are supplied to the flight processor116, which carries out the relevant flight maneuver. In this case, thevalue to be set is transferred to a turn value comparator 115 to which,on the other hand, the input signal of the yaw value meter 117 issupplied. The flight processor 116 now produces turning flight in thepredetermined sequence and for the predetermined duration at itsrelevant output 125 via an appropriate drive element on the kite 101 byasymmetric braking of the kite 101 or appropriate aerodynamicdeformation. The other aerodynamic effects, which are driven by the twoother outputs of the flight processor 116, are adjustment of the wingincidence angle and the reefing process, as will be described furtherbelow.

The winch 240 is also driven from the positioning memory 220 b in orderto feed out to a specific required cable length.

In order to prevent oscillation about the vertical axis, a signal whichhas been filtered by means of a high-pass filter is additionallysupplied to the flight processor 116, superimposed on the control signalbut with an offset phase angle, thus preventing the start ofoscillations. While yaw movements can be controlled via the output 125,the incidence angle of the wing is set via the output 126. As is known,the lift/drag ratio can be optimized by the magnitude of the incidenceangle of a wing. The reefing of the kite 101 can be initiated via afurther output 127. Reefing changes the lift and drag, and may benecessary for individual flight maneuvers.

Since the kite is guided firmly on the hawser, it is automaticallystabilized by the tension effect of the cable at its center of lift,with regard to its rolling and pitching movements. However, in orderalso to preclude oscillations in this case, an attitude signal is ineach case transmitted in a corresponding manner from a roll sensor 119and a pitch sensor 120 via corresponding inverting high-pass filters 121and 122 to the flight processor, thus avoiding and compensating forsudden attitude changes of the element 101 on which wind acts.

Thus, when the kite is in its predetermined position (an output signalwhich identifies this state appears at the output of the comparator218), then the selected maneuver type is read, which causes the kite tocarry out a predetermined cyclic flight program. If this maneuver typeis transmitted, the control is carried out automatically by theautopilot for the element on which wind acts, and the unit 200 no longerneed react provided that the kite does not leave its required positionas a result of unpredicted events.

If the required position of the element 101 on which wind acts does notmatch its predetermined position, possibly because the preset positionwhich has been read from the memory 212 has changed—as is also the casewhen the kite is deployed—or possibly because the kite has left itsposition during the course of the maneuvering, then the output signal atthe output of the comparator 218 disappears, and the maneuver type,activated via the switching element 219, of the memory 220 ends. Thesignal “zero” appears at the output of the memory for the maneuver type220 (left-hand part), and this is interpreted by the autopilot of thesystem 100 on which wind acts as meaning that the most recently storedmaneuver is no longer being carried out. Instead of this, the actualposition of the kite, which has been read from the memory 213 and hasbeen determined by GPS, is compared with the required position from thememory 212 by means of a position correction unit 221, and a maneuver isdetermined which guides the kite to the required position. Thecorrection unit 221 is once again in the form of a look-up table, withthe required position and the actual position (once again related to thevessel) being combined to form a common addressing signal, and theidentity of a corresponding correction maneuver for the element on whichwind acts being read from the actual position A to the required positionB. Specifically, care must be taken to ensure that different maneuversmust be chosen depending on the launch and destination point (andpossibly also as a function of the wind and wave conditions), in orderto maneuver the kite. However, any desired kite maneuvers can be chosenand carried out by means of the stated measures.

If the wind level and sea state play a role in the maneuvers to becarried out, then this data can be “looped-through” from the memory 211through the look-up table memories 212 and 221, so that this data isstill available in the data record for selection of a specific maneuver,and a suitable maneuver can be chosen. However, this does not relate tocompensation for individual events, but to general setting guidelineswhich, for example, may include the kite being flown relatively in ahigh sea state such that it is possible to compensate as far as possiblefor the forces acting on the watercraft as a result of the direction ofthe waves. Thus, for example, if the vessel were to be heeling severely,it would be preferable to use a kite position with a lateral component,while a straight-ahead component would be preferable for a vessel whichis pitching severely. For this reason, an output signal from the block231 for detection of the sea state is passed directly to the block 211,in order to supply information which also affects the choice of theappropriate kite position and maneuvering in the sense described above.A further function of this link is to choose parts of flight maneuverssuch that they counteract the accelerations resulting from the seastate. This includes the flying of maneuvers with cyclic flight paths,in which different tension forces act on the hawser at different times,in such a way that these forces occur with a phase shift with respect tothe accelerations which are caused by the sea state. This reduces theoverall movements of the vessel. This compensation for or reduction invessel movements by different tension forces, which are caused by themaneuvering, do not interfere with the other methods that are used forsea-state compensation. This is because vessel movements which have beenreduced from the start require less effort in order to reduce theireffects on the kite flight path. Because of the compensation for theindividual vessel movements, reference is made to the description of theblock 231 further below.

For position changing, the right-hand part of the memory 220 isaddressed via a switching element 222 with the data record that has beenread from the correction unit 221, with the switching element 222 beingactivated by the output signal from the comparator by means of aninverter 223 when the switching element 219 is not activated, that is tosay when the required position and actual position are not the same.

Furthermore, the flight stability of the element on which wind acts mayalso play a role for its position. A multiple-direction ram-air pressuremeter 111 provided on the kite on the one hand acts as an anemometerwhile on the other hand, for that component which is measured in thedirection of flight, transmits the state of an incident flow on the kitebeing excessively low by means of an appropriate signal which, togetherwith the production of a position changing maneuver, also drives thewinch controller 240, thus speeding up the change in position of thekite so that the incident flow speed is increased again. (It is evidentthat the winch can also be driven in the case of “deliberate” positionchanges resulting from wind data and wave data via the right-hand partof the memory 220 b in order, for example, to allow the height of theelement on which wind acts to be changed).

For determination of the true wind direction and wind speed, theanemometer has pitot tubes pointing in different directions and havingpressure capsules which are evaluated separately. The direction andspeed of the wind can be determined with respect to the alignment of theanemometer 111 from the pressure values from the three pressure capsuleswhich are directed at right angles to one another and have the highestpressure values. If the output signal from the magnetic-field sensor128, which contains a bridge circuit composed of magnetically sensitiveresistances and thus makes it possible to determine the direction of thelines of force of the earth's magnetic field, is also taken intoaccount, then the direction of the wind can be related to the northerlydirection and can thus be transmitted to the watercraft as the directionof the apparent wind on the element on which wind acts. If required, thecorrection from magnetic north to geographic north is then also carriedout in the watercraft.

An arrow pointing to the block 211 indicates that normal navigation ofthe kite is rendered inoperative in this case. The rest of the normalmaneuver control is also suppressed via an OR gate 224 connectedupstream of the inverter 223. (This also applies in a correspondingmanner to the blocks 228, 229, 230 and 232, which will be described inthe following text and initiate further special functions. However, theassociated signal links have been omitted there for reasons of clarity).

The block 228 initiates the “emergency jettison” emergency maneuver byselection and starting of the associated maneuver type via theright-hand part of the maneuver type memory 220 b, which contains therespective programs. This maneuver is necessary when the element onwhich wind acts results in a major risk to the vessel, as a result ofunfavorable circumstances or an accident (for example by collision withan obstruction). In this maneuver, the element on which wind acts iscompletely disconnected from the vessel.

The blocks “deploy” 229 and “stow” 230 initiate the appropriatemaneuvers by selection and starting of the relevant maneuver type viathe right-hand part of the maneuver type memory 220 b, which containsthe respective programs.

A block 231 “vessel movements” determines the acceleration component inthe direction of the hawser by means of an appropriately alignedaccelerometer and, after integration, generates a signal which describesthe vessel movements in the direction of the hawser. This signal issupplied to the on-board GPS receiver which produces a position signal(in order to correct the position of the winch controller 240) if thereceiver and/or the antenna are/is not themselves/itself mounted in thisposition. If this GPS position signal were to be evaluated directlytogether with the GPS position signal received via the receiver 214 fromthe kite system 100 and were to be used to control the kite 101, thenthe kite 101 would follow the sea-state movements of the winch in itscontrol process. However, since the kite 101 is intended to fly itsmaneuver with respect to an imaginary stabilized vessel position, theintegrated signal from the accelerometer is additionally supplied, inblock 231, to the GPS receiver 215 in order to be subtracted (as adisturbance) from the signal which is supplied to the block 216 forprocessing, so that the position signal of a “stabilized platform” isprocessed there. This results in the kite 101 flying maneuvers which arefree of sea-state disturbances. Specifically, it can be seen that thesea-state components acting in the hawser direction have the main effecton the flying object while in contrast components in the lateraldirection with respect to this contribute only to a change in the anglesα and β of the flight vector which tends to zero when the hawser islong, and can thus be ignored.

In order to avoid the occurrence of a situation all the time in thedescribed exemplary embodiment in which a flight maneuver that is beingcarried out is interrupted, when the sea state is high, by the detectionof a discrepancy in the difference block 218, with the need to carry outa controlled “flight” to the correct position (in this case byactivation of the winch 240 via the right-hand maneuver block 220 b),there is a direct link from the block 231 to the winch controller 240.The winch controller 240 directly receives the command to pay out and towind in, in response to the sea-state movement in the hawser directionbeing found by the block 231, so that the vessel movements arecompensated for directly for the kite. A position correction by means ofan appropriate maneuver is initiated only when this compensation is nolonger sufficient, for whatever reason.

In order to allow maneuvers to be initiated manually as well, theappropriate input commands can be made by means of a user input 232,which is part of the user interface 205 in FIG. 2. Appropriate commandscan be used to directly transmit control commands to the autopilot unitand to the winch controller 240 in the left-hand part 220 a of themaneuver memory for manual commands, with the rest of the signal outputfrom this memory being suppressed. These comprise the functions “left”,“right”, “straight”, “reef”, “unreef”, “incidence (+)”, “incidence (−)”,“winch (+)” and “winch (−)”. The intensities of all of the commands canbe modulated.

In the case of one variant which is included in the describedembodiment, “predictive maneuvering” is carried out by inputtingfictional wind and course data into the system in order to calculate thecurrent position of the element on which wind acts, with theconfiguration that is then selected being displayed for information. Thevessel control system can then estimate the predictable behavior of thesystem from this, and can appropriately adjust the navigation. Thismultiple processing of the data in the form of possible prediction isrepresented in FIG. 3 by multiple angles at the corners of variousmemory elements, with the aim of indicating that the contents of thesememories are evaluated more than once, independently of the currentprocess control. Thus, in this case, additional memory means andcomparative means are provided, which allow storage of signalsassociated with previous times with signals which occur at later timesin such a manner that successive maneuver states can be compared on thebasis of different—including fictional—input data.

FIG. 4 shows a docking apparatus of the element 101 on which wind acts,in the form of a perspective illustration. A crane 180 which can beextended telescopically and, for example, can be extended by means of ahydraulic cylinder which is not illustrated has a receptacle apparatus181 at its end for docking, which apparatus 181 has on its inside 182 arecess profile which is matched to the external profile of the element101 on which wind acts in the area of its leading edge. That side of thereceptacle apparatus 181 which faces away from the element on which windacts is designed to be streamlined, since it points in the windwarddirection during docking. In addition, it should not interfere with theincident flow onto the element 101 on which wind acts.

A lifeline 183 is guided within the crane 180 and is used to pull theelement on which wind acts onto the mast once this has been pulled in,during stowage, by means of the winch to the same height as the extendedcrane 180. The free end of this lifeline 183 is fitted to the hawserclose to the winch 2 by means of a guide apparatus 184 which will bedescribed in detail further below and by means of which it “rides” onthe hawser 1.1 and then on the stowage line 1.11 which branches offbefore the gondola 102, and is then pulled until it assumes the positionillustrated in FIG. 4. The receptacle apparatus 181 is mounted on theupper end of the crane 180 such that it can rotate. In the area of theinside 182, the receptacle apparatus has a guide or guide roller 185 forthe lifeline 183, which is located eccentrically in the direction of thelee away from the azimuth rotation axis of the receptacle apparatus. Thereceptacle apparatus 181 is thus automatically rotated by the tension onthe lifeline 183 in the leeward direction in order to hold the element101 on which wind acts.

In one advantageous development of the invention, which is notillustrated, the receptacle apparatus 181 is provided on the outsidewith a wind vane, so that the wind pressure automatically results in itpointing in the direction of the element on which wind acts. This isparticularly advantageous during stowage.

As the stowage line 1.11 is pulled further, the front profile nose ofthe element 101 on which wind acts moves closer to the receptacleapparatus. A filling tube 186, which is provided on the receptacle sideof the receptacle apparatus 181, enters a valve opening 187 which isconnected to an inflatable bead 188 (illustrated by dashed lines) in thearea of the leading edge of the wing.

The bead 188 is used to unreef and to stiffen the element on which windacts during deployment while the air enters it during deployment, beforethe element on which wind acts leaves the launch crane. During stowage,the filling tube just has to open a valve in order to release thestiffening medium (preferably compressed air). In this case, themechanism is preferably modeled on the float body of a conventionalinflatable boat.

In one development, which is not illustrated, the crane 180 is designedto be essentially hollow. A fan is provided at the foot of the crane 180and can also be operated in a suction mode. A large cross-section airchannel is incorporated in the receptacle apparatus 181 and emerges onthe inside 182. The element 101 on which wind acts has an opening whichis formed in a corresponding manner to the outlet opening of the airchannel, so that the docked element on which wind acts can be inflatedor deflated (in the suction mode) by starting up the fan. This allowsfaster deployment and stowage.

In order to prevent intermediate situations during deployment andstowage, the crane and the claddings are rounded on the outside, and aredesigned such that they do not have any projecting edges, corners orother projecting parts.

The perspective illustration of the detail (illustrated in FIG. 4 a) ofthe docking apparatus as illustrated in FIG. 4 shows a cable junction189 which ensures that the guide apparatus 184 which is connected to theend of the lifeline 183 moves from its position on the hawser 1.1 duringstowage of the element 101 on which wind acts onto the stowage line 1.11while the lifeline is being pulled in. The junction 189 preferably has aT-shaped profile, which is mounted adjacent to the hawser 1.1 and has alateral-limb width which continues in a corresponding manner to thethickness of the hawser, or even has a width greater than this. Thevertical limb of the T-shaped profile is kept narrower and merges intothe continuation of the hawser 1.12, which leads to the container 102 ofthe gondola, to which the holding lines 103 of the element 101 on whichwind acts are attached. Since the guide apparatus 184 surrounds thecable 1.1 in an Ω shape, and guide elements 190 thus grip behind thecable (comparable to a guide for wardrobes on a T-rail), the guideapparatus moves reliably from the cable part 1.1 to the cable part 1.11,although the path of the main tension force is passed into the cablepart 1.12.

In one alternative embodiment, which is not illustrated, the stowageline 1.11 ends in an apparatus which at least partially surrounds thehawser 1.1. The apparatus is designed in such a manner that it fixes theend of the stowage line 1.11 at a defined position of the hawser 1.1.When the element 101 on which wind acts is being stowed, the guideapparatus 184 of the lifeline 183 thus rides upwards on the hawser 1.1,and abuts against the apparatus, which fixes the stowage line 1.11 onthe hawser 1.1. This initiates a coupling process so that the guideapparatus 184 and the apparatus for fixing the stowage line 1.11 areconnected to one another with a force fit or in an interlocking manner.At the same time, the fixing of the stowage line 1.11 to the hawser 1.1is released by the coupling process, so that the stowage line 1.11 isnow connected to the lifeline 183, but is no longer connected to thehawser 1.1.

FIG. 4 b shows an overall view of the invention.

The detail (illustrated in FIG. 4 c) of the element 101 on which windacts shows a perspective illustration of a reefing device, forinteraction with the docking apparatus as shown in FIG. 4. Theillustration shows, schematically, the mechanical principle of oneexemplary embodiment of a reefing device with an electrical winch andone exemplary embodiment of textile webs 160 to 165 which form thestructure (which forms the profile) for the element 101 on which windacts. The schematic illustration does not show the covering surfaces. Anelectric servo motor 166 is in the form of a stepping motor and isfitted with two winding disks 167 and 168 at the ends of its driveshaft.These wind up two pulling lines 169 and 170 in opposite senses, withthese lines being connected to the respective webs 160 and 165 atrespective attachment points 171 and 172. When the motor 166 isactivated, then it shortens the pulling lines and pulls on the webs 160and 165. For the other webs 161 to 164, the pulling lines 169 and 170are passed through cutouts 173, 173′ and 174, 174′, so that these arepassed only over the folding covering layers of the wing when it isbeing reefed. Partial reefing is possible by partially pulling on thelines 169 and 170. Unreefing is carried out by activation of the servomotor 166 in the opposite direction, in which case the element 101 onwhich wind acts and which is in the form of a paraglider resumes theunreefed state by virtue of its curved shape and the tension force onthe lines, without any additional operating force.

In the block diagram of a deployment process, as is illustrated in FIG.5 a, the following functions are carried out successively afterappropriate initiation via the block 229 (FIG. 3) I.: unpacking, II.:extension of the crane, Ill.: filling of the cap including partialunreefing, IV.: decoupling of the cap, release of the control gondolaand paying out the hawser as well as V.: complete unreefing initiation,as is illustrated by the corresponding sequence of illustrations in FIG.6 a (the unreefing process has not been illustrated, for simplicityreasons). Once the appropriate command has been issued by means of aninput via the block 229, the corresponding sequence of control commandsis initiated sequentially, fully-automatically or semi-automatically, bymeans of an appropriate control circuit, initiating the describedfunction via the respective mechanism.

The block diagram illustrated in FIG. 5 b shows a stowage process. Thiscomprises the following sequence of individual processes: pulling in thehawser and partial reefing, I. transfer of the lifeline carriage, II.fixing of the cap profile, III. deflation and reefing, IV. retraction ofthe crane and cap followed by folding up and packaging of the element onwhich the wind acts, as is also illustrated with the corresponding romannumerals in a corresponding manner to that in the figures shown in FIG.6 b. The sequence of actions is initiated in a corresponding manner by acontrol command from the block 230 in FIG. 3. In this case, it is alsopossible for a stowage process to be initiated in an emergencysituation, in which case the block 228 would emit a signal. (The signalprofile relating to the blocks 228 to 230 is illustrated in a simplifiedform in FIGS. 5 a and 5 b. In this case, the actual implementation mayalso include further logic signal links which ensure that the deploymentand stowage functions are carried out safely, without any collision withother maneuvers).

A schematic illustration of the procedure for a deployment process willbe described in detail once again with reference to FIG. 6 a: the firstphase is to prepare for extension of the crane and, if appropriate, toremove the tarpaulin or the like from the element on which the windacts. The cap is already located with the profile nose at the mast top.After complete extension, the air chamber starts to fill (in somecircumstances also assisted by the fan), and partial unreefing starts.The element on which wind acts can now be aligned freely in the wind bymeans of the receptacle which can rotate.

As soon as the element on which wind acts has assumed its aerofoilprofile, it is decoupled and falls off through about 15° in the leewarddirection. The autopilot takes over the flight phase at this point, atthe latest. The element on which wind acts is raised to the desiredaltitude by paying out the hawser, and is completely unreefed.

FIG. 6 b shows a schematic illustration of the procedure for a stowageprocess: the element on which wind acts is moved by pulling on the winchto an altitude which corresponds radially to the height of the crane. Atthe same time, the element on which wind acts is partially reefed. Thelifeline is pulled in, having been parked on the bow in the vicinity ofthe winch during the flight phase, via the recovery point roller (whichis not illustrated). A guide apparatus (or the like) slides up on thehawser from the recovery point roller to the profile nose and pulls thecap, together with the gondola, in the windward direction towards thecrane. The control gondola is also held on the mast here, and the flightphase ends. This fixed connection between the gondola and the mastallows a system check to be carried out on the control components. A capis then reefed uniformly on both sides, and the crane can be lowered.

I and II in FIG. 6 a and IV in FIG. 6 b show that the collapsed elementon which wind acts hangs down loosely from the receptacle apparatus.This will be the case, of course, only if there is no wind. In thepresence of wind, the collapsed element on which wind acts is alignedmore or less horizontally, so that it offers only a small area for thewind to act on and does not exert a large pulling force on the crane.

The element on which wind acts is either guided with respect to thecrane or the crane is guided with respect to the element on which windacts, or a combination of both is used. The element on which wind actsis moved towards the receptacle apparatus or docking apparatus by meansof suitable guide devices or by sensors, in order that an appropriatemechanism can complete the docking maneuver.

FIG. 7 illustrates how a speeded-up stowage process can be achieved. Inthe embodiment variant illustrated here, an opening is provided, whichis closed by means of Velcro strips or the like, can be torn open, isconnected to the inflatable bellows 188, and whose cover 191 isconnected to a parachute 192 which can be deployed. In response to anappropriate control command, the parachute 192 is deployed during thestowage process before docking on the element 181, and tears the cover191 out, so that the pressurized air escapes quickly from the bellows188.

This also makes it possible to initiate an emergency reefing process byrapidly opening the closure area (which closes off the inflatableelement) of the cover 191. During this process, the reefing lines 169and 170 are connected to the parachute 192. These reefing lines arequickly pulled together by the wind pressure in the parachute 192.

The invention is not necessarily linked to the illustrated exemplaryembodiments. Other configurations which are within the scope of theinvention result from combinations of dependent claims, which will beevident to a person skilled in the art on the basis of the abovedescription.

1. A deployment system for a freely flying kite-like element on whichwind acts, for a watercraft in which the element on which wind acts andwhich has a wing profile is connected via a hawser to the craft body, inwhich case the element on which wind acts can be moved from a restposition on-board the watercraft to a raised launch position, which isfree of obstructions at the same level or at a higher level,characterized in that a holder which can be pivoted in azimuth isprovided, by means of which the element on which wind acts can be movedto a position in which it is subject to sufficient wind effect, with adocking receptacle apparatus being provided for detachable connection tothe docking adapter of the element on which wind acts on the side facingaway from the wind and also allowing the element on which wind acts tobe stowed by holding means, which preferably engage automatically. 2.The deployment system as claimed in claim 1, characterized in that thelaunch position is arranged offset in the horizontal and/or verticaldirection with respect to the location of the cable guide when theelement on which wind acts is in the deployed state, with the locationof the cable guide being formed by the winch or being located in thevicinity of the winch
 3. The deployment system as claimed in claim 1,characterized in that, in the case of the element on which wind acts, ahawser which spreads out into a number of holding cables is connected tothe craft, with a connecting cable being provided, which bridges thespreading point and is passed from the docking device on the element onwhich wind acts to a connecting point, which—seen from the element onwhich wind acts—is located beyond the spreading point, to the main partof the hawser, and in that a lifeline or a trap is provided, whichoriginates from the docking receptacle apparatus and whose free end isguided such that it can move with a force fit on the hawser at least inthe area of the connecting cable.
 4. The deployment system as claimed inclaim 3, characterized in that the lifeline is connected to the hawservia a cable junction which has means in order to move a guide apparatus,which is in the form of a cable slide and is connected to the end of thelifeline, from its position on the hawser onto the connecting cable whenthe element on which wind acts is being stowed, while the element onwhich wind acts is connected to the cable junction via a further linepart.
 5. The deployment system as claimed in claim 1, characterized inthat the element on which wind acts exerts a minimal load in thevertical direction in the docked state.
 6. The deployment system asclaimed in claim 4, characterized in that the cable junction has anessentially T-shaped profile, which is surrounded in an Ω-shape by theguide apparatus.
 7. The deployment system as claimed in claim 1,characterized in that the docking receptacle, which can rotate inazimuth, has an apparatus which automatically places the activedirection of the receptacle on the lee side, in particular in the formof a wind vane.
 8. The deployment system as claimed in claim 1,characterized in that the apparatus has a guide roller, which isattached eccentrically to the docking receptacle, for the lifeline thetrap.
 9. The deployment system as claimed in claim 1, characterized inthat the element on which wind acts is curved over its width extent. 10.The deployment system as claimed in claim 1, characterized in that theelement on which wind acts is caught via an attachment which forms apoint for which wind forces acting symmetrically on the element on whichwind acts compensate vertically and horizontally.
 11. The deploymentsystem as claimed in claim 1, characterized in that the element on whichwind acts has a reefing device, and in that the deployment and stowageof the flexible element on which wind acts take place from a reefedstate.
 12. The deployment system as claimed in claim 1, characterized inthat the element on which wind acts has a fixed, unreefed center part.13. The deployment system as claimed in claim 11, characterized in thatthe reefing mechanism has tension strips which can preferably beoperated by a winch.
 14. The deployment system as claimed in claim 11,characterized in that the reefing process takes place in a sideextension of the wing profile.
 15. The deployment system as claimed inclaim 11, characterized in that folds which are created during thereefing process are wrapped in between areas with a fixed profile crosssection.
 16. The deployment system as claimed in claim 1, characterizedin that an identical profile cross section is provided essentially overthe entire wing length.
 17. The deployment system as claimed in claim 1,characterized in that at least one inflatable element is provided in thearea of the wing leading edge and/or between the areas with a fixed wingcross section, in order to increase stability.
 18. The deployment systemas claimed in claim 17, characterized in that the inflatable elementoccupies the entire hollow area of the element on which wind acts. 19.The deployment system as claimed in claim 17, characterized in that theinflatable element is open at the front and can be filled by ram-airpressure.
 20. The deployment system as claimed in claim 17,characterized in that a connecting element having a cross sectionthrough which a medium which enters or emerges from the inflatableelement can pass is provided in the docking receptacle.
 21. Thedeployment system as claimed in claim 20, characterized in that apowerful fan is provided on or in the vicinity of the dockingreceptacle, in order to fill or empty the inflatable element.
 22. Thedeployment system as claimed in claim 21, characterized in that a mastof the docking receptacle has a hollow area which extends essentiallyover its length and is connected to the fan.
 23. The deployment systemas claimed in claim 11, characterized in that a reefing process can beinitiated when the element on which wind acts is flying freely, via aremote control or by means of the output signal from at least one sensorelement, in which case the deflating process can also be initiated atthe same time for an element on which wind acts and which has aninflatable element.
 24. The deployment system as claimed in claim 17,characterized in that an emergency reefing process can be initiated byrapid opening of a closure area which closes the inflatable element. 25.The deployment system as claimed in claim 24, characterized in thatrapid opening for the emergency reefing process is carried out by meansof a parachute which can be deployed as the hawser is pulled in quickly.26. The deployment system as claimed in claim 1, characterized in thatthe docking receptacle is arranged at the upper end of a crane.
 27. Thedeployment system as claimed in claim 26, characterized in that thecrane is telescopic with hydraulic cylinders being connected to adjacentor successive telescopic segments, for drive purposes.
 28. Thedeployment system as claimed in claim 26, characterized in that themobile crane has or comprises a body which can be inflated by means of acompressed gas.
 29. The deployment system as claimed in claim 28,characterized in that the compressed gas is compressed air.
 30. Thedeployment system as claimed in claim 24, characterized in that theholder which can pivot in azimuth has a connecting element for thecompressed gas, which connecting element can be connected to theinflatable element of the element on which wind acts.
 31. The deploymentsystem as claimed in claim 1, characterized in that the stowage of theelement on which wind acts can be initiated automatically in the eventof a malfunction of the controller or of a connected appliance which isimportant for control of the element on which wind acts.